Summary The fast ferry catamaran INCAT 046 left Yarmouth, Nova Scotia, for a scheduled crossing to Bar Harbor, Maine, U.S.A. Visibility was near zero in thick fog. Meanwhile, the fishing vessel LADY MEGAN II was approaching Yarmouth Harbour after a fishing trip off the Nova Scotia coast. The navigating personnel of both vessels were using radar as the primary instrument to position their vessels. A few minutes after having agreed on a port-to-port passage in the area of a fixed light commonly known as Bug Light, the vessels collided in the narrow Main Channel. The master of the fishing vessel sustained fatal injuries. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessels Description of the Vessels The INCAT 046 is a wave-piercing fast ferry catamaran propelled by water-jets, with a service speed of 41 knots. Due to the high speed of the vessel, open deck space is reduced to a minimum. Passenger capacity is 762 with a minimum crew of 22. The car deck can accommodate up to 240 vehicles. The enclosed bridge of the vessel is modern in design. The arrangement is such that the officer conning the ship occupies the centre of three seats in front of a console which is located at the centre line of the wheelhouse with a navigator immediately to the right and an engineer to the immediate left. Steering is by means of a small wheel on the console. Bay Ferries Limited, owner of the INCAT 046, was International Safety Management (ISM) Code certified, valid at the time of the occurrence. The LADY MEGAN II is a stern trawler of a design common in the Maritimes. The bridge was equipped with, among other equipment, two radars and a global positioning system (GPS) connected to a personal computer operating electronic chart software. The vessel was operated by a crew of three, consisting of a skipper and two deckhands. History of the Voyage On 4 September 1998, the LADY MEGAN II was inbound to Yarmouth Harbour after a two-day fishing trip on George's Bank. The engine was set to full power ahead which gave her a speed of nine knots through the water. The skipper had the con and handled all communications. A deckhand was in the wheelhouse but was not participating in the navigation of the vessel. The navigation was primarily done by means of radar. An electronic chart system using a raster chart coupled to the GPS was in operation and used as a secondary means of navigation. At 2246 Atlantic daylight time,[2] the LADY MEGAN IIcontacted Saint John Marine Communications and Traffic Services (MCTS), known locally as Fundy Traffic, and enquired about traffic in Yarmouth Harbour. She was told that the INCAT 046 was currently inbound to Yarmouth Harbour and that she intended to sail the same evening at 2315. At 2324, the INCAT 046 departed her berth in Yarmouth Harbour for her run to Bar Harbor. The visibility was restricted in thick fog. No pilot was on board since there are no pilotage requirements in place in the area of this occurrence. The master had the con and was assisted by a navigator, the chief engineer and a lookout posted on the starboard wing. Three engines were in service at this time. The navigator was in charge of handling communications with Fundy Traffic and any other vessel in the area. He also recommended courses to steer to the master. Navigation and collision avoidance were primarily done by means of radar. While the ferry was being swung round off her berth, the navigator contacted Fundy Traffic to report departure. He then made radio contact with the LADY MEGAN II. The INCAT 046 was informed of the position of the fishing vessel and that it would hold off south of Bug Light[3] until the INCAT 046 had passed LADY MEGAN II. After having swung, the ferry proceeded southbound toward the mouth of the harbour. Speed was gradually increased to about 13.4 knots through the water. The ebbing tide created a southerly current of about 2 knots. The Differential Global Positioning System (DGPS) indicated a speed made good of 15.4 knots. The master, advised by the navigator, steered the ferry in the centre of the Main Channel. At 2333:35, the INCAT 046 received a radio call from the LADY MEGAN II. The skipper of the fishing vessel informed the crew of the ferry that the ferry was on his radar and that he had changed his intentions and he was now intending to go around Bug Light and wait on the east side of the Main Channel for the INCAT 046 to pass by. The INCAT 046 informed the LADY MEGAN II that she would round Bug Light in probably about two minutes. The LADY MEGAN II informed the ferry that she should be around the light by then, reiterated her intention to hold off to the east of the Main Channel and confirmed a port-to-port passage. The engine setting of the fishing vessel was kept at the full speed ahead setting, a speed of about nine knots through the water. The LADY MEGAN II was also a target on the ferry's radars. A second deckhand entered the wheelhouse of the LADY MEGAN II at this time and was asked to look out for the INCAT 046. The first deckhand stood in the back of the wheelhouse without any particular duty. Meanwhile, the master of the INCAT 046 altered course to starboard and took the ferry to the western edge of the 76 m wide channel. The shallow draught of the ferry allowed for her starboard side to be outside the Main Channel. The vessel's engine setting was changed to reduce speed to about eight knots. However, the vessel was still slowing down and was making about 11.2 knots over the ground when emergency procedures were taken. At 2335:25, about 37 seconds after the end of the last communication, the navigator of the INCAT 046 informed the master that the LADY MEGAN II was crossing ahead of the bow of the INCAT 046. The engines were then set to stop. A few seconds later, the mast light and the green side light of the LADY MEGAN II were sighted close on the bow of the ferry. Her red side light also appeared soon after. The engines were then set to full power astern. The navigator of the INCAT 046 called on the VHF radio for the LADY MEGAN II to alter course to starboard. On the LADY MEGAN II, the lookout suddenly sighted the forward white mast light of the INCAT 046 dead ahead at close proximity. The hull of the INCAT 046 was sighted shortly thereafter. He shouted to the other crew members to hold on, ducked and got down on the deck. The other crew member ran outside while the master kept his post at the conning station. The collision occurred at about 2335:45, 111 m northwest of Bug Light on the western edge of the Main Channel at position 4348.779' N, 06608.665' W. Due to the design of the fast ferry catamaran, the fishing vessel did not glance off the hull, as commonly happens during a bow-on collision between a small and a large vessel. The fishing vessel's wheelhouse collapsed on impact with the underside of the weather deck, between the port pontoon and the centre hull of the INCAT 046. During the inspection of the LADY MEGAN II wreckage, the engine controls were found in the full power astern setting and the rudder in the hard-to-starboard position. Rescue Operation Immediately after the occurrence, the INCAT 046 reported the collision to Fundy Traffic, which in turn reported it to Rescue Coordination Centre (RCC) Halifax. The CCGC WESTPORT was the Search and Rescue (SAR) vessel closest to the scene of the occurrence and was immediately tasked to assist. However, the WESTPORT was in Westport, N.S., which is about two hours' steaming from Yarmouth. RCC also contacted the Yarmouth Royal Canadian Mounted Police (RCMP) detachment and the Yarmouth fire department. Meanwhile, the INCAT 046 launched an inflatable craft (Zodiac) to locate the LADY MEGAN II which was believed to be underneath the ferry. Due to the complete darkness under the catamaran, it took seven minutes to locate the fishing vessel. All three crew members of the fishing vessel were accounted for. However, the master was trapped in the wheelhouse between his chair and the collapsed deckhead. Several unsuccessful attempts were made by the crews of the both vessels involved to free the master while the fishing vessel was still under the ferry. At about 0048, the fishing vessel SECORD 1 arrived on the scene with members of the RCMP and fire department on board. After paramedics examined the injured master, they advised that it was imperative to free him as soon as possible. The decision was then taken to tow the LADY MEGAN II out from underneath the INCAT 046 using the SECORD 1. While the crew of the INCAT 046 transferred water ballast and moved the vehicles aft on the car deck to trim the vessel by the stern, the SECORD 1 positioned herself to pull the LADY MEGAN II free of the ferry. The fishing warp of the LADY MEGAN II was made fast to the SECORD 1. At about 0130, after two attempts, the LADY MEGAN II was freed from under the INCAT 046. The paramedics were transferred on board the LADY MEGAN II but were too late to revive the master. The fishing vessel was towed to Yarmouth where the body of the master was removed from the wreckage. Injuries to Persons INCAT 046 None of the 113 passengers or 23 crew members was injured. LADY MEGAN II The master of the fishing vessel sustained fatal injuries when, as a result of the collision, the wheelhouse collapsed and trapped him in his chair at the conning position. One crew member suffered some scratches and the other crew member was not physically injured. Damage to the Vessels INCAT 046 The INCAT 046 sustained minor damage underneath the car deck, which is classified as a weather deck. Minor damage to the deck did not compromise the seaworthiness of the vessel. LADY MEGAN II The LADY MEGAN II sustained major damage. The wheelhouse, masts and rigging of the fishing vessel collapsed after contacting the section of the hull of the ferry underneath the car deck. Certification Vessels The INCAT 046 was crewed, certificated and equipped in accordance with international conventions. The vessel complies with the International Code of Safety for High-Speed Craft (HSC Code). The INCAT 046 was validly certified as being ISM compliant. Personnel The master and officers of both vessels were in possession of valid certificates for their positions and the trade in which they were engaged. Personnel History INCAT 046 The Master The master had 20 years' experience, most of which was on the eastern seaboard. He was certificated as Master, Intermediate Voyage. He received type rating training at the Australian Marine College in April 1998 and was issued a High-Speed Craft type rating certificate in May 1998. He was familiar with the geography of Yarmouth Harbour. The master was working within the crew duty hours policy adopted by the company. Analysis of the master's activity for the last 72 hours before the collision indicates that fatigue was not an issue affecting his performance at the time of the occurrence. The Navigator The navigator had 19 years' seagoing experience, 15 of those years were served as a ship's officer on ferries. He was certificated as Master, Intermediate Voyage. He received type rating training at the Australian Marine College in April 1998 and was issued a High-Speed Craft type rating certificate in May 1998. He was familiar with the geography of Yarmouth Harbour. The navigator was working within the crew duty hours policy adopted by the company. Analysis of the navigator's activity for the last 72 hours before the collision indicates that fatigue was not an issue affecting his performance at the time of the occurrence. LADY MEGAN II The Skipper The skipper of the LADY MEGAN II had 18 years' experience, about 10 of those years were served as master/skipper of fishing vessels. The majority of this experience was acquired on vessels having Yarmouth as home port. He was certificated as Fishing Master Class 2. As holder of this certificate, the master had received formal training in the operation of radar (Simulated Electronic Navigation--SEN 1). He was thoroughly familiar with the geography of Yarmouth Harbour. Based upon a reconstructed 72-hour history from statements made by the survivors of the LADY MEGAN II, the master was well rested at the time of the occurrence. Weather and Current Weather At the time of the occurrence the winds were calm and thick fog was present in Yarmouth Harbour. Visibility was almost zero. Current At 2335:45, the time of the collision, the tide was ebbing, causing a southerly current of about two knots in the Bug Light area. Navigation Equipment Radars The INCAT 046 carries two Racal Decca Bridgemaster 250 radars. One of the radars transmits on X-band and the other on S-band. The slotted waveguide antenna is 2.4 m in length for the X-band and 3.5 m in length for the S-band. The antennae produce a beam of one degree and two degrees in width, respectively. Side lobe attenuation within 10 degrees of the main lobe is -23 dB or less, and outside 10 degrees of the main lobe it is -30 dB for both radars. These radars have Automatic Radar Plotting Aid (ARPA) capabilities. The LADY MEGAN II carried two Furuno radars: a model FR-1011 and a model 1830, both transmitting on X-band. The radar primarily used for navigation was the model 1830. Its 10 inch rectangular daylight display measures 68 inches. The slotted waveguide antenna is 54 cm in length and produces a beam of four degrees horizontally. Side lobe attenuation within 20 degrees of the main lobe is -18 dB or less, and outside 20 degrees of the main lobe it is -23 dB or less. Side Lights The side lights of the INCAT 046 are mounted at frame 33 on each side of the vessel, 7.156 m above the waterline and about 45 m from the stem. They are separated by a distance athwartships of 24.5 m. The angle between a line parallel to the centre line of the vessel and the line of sight of the side lights is one degree inward. At such an angle and separation, the calculated minimum distance to see both lights simultaneously, if an observer is positioned right ahead of the vessel on the centre line, is 700 m. However, an inspection of the vessel showed a minimum distance of visibility for the simultaneous sighting of both side lights of 342 m. The characteristics of the side lights are within the limits of the criteria stipulated in the Dynamically Supported Craft Code. Speeds and Stopping Distance After the collision, a speed trial was performed on board the INCAT 046 with three engines in service, as they were the night of the collision, to determine the crash stop distance of the vessel. This was done by taking her to a preset speed and then setting the engine control to 100 per cent power astern. At a speed of 10 knots the ferry was able to come to a complete stop within 111 m, in about 30 seconds. The speed was then increased to 14 knots and the test performed again. The ferry was able to stop within 163 m, in about 45 seconds. Bridge Procedures The bridge procedures on the INCAT 046 are laid out in the ISM documentation of the ship. This documentation stresses that sound Bridge Resource Management (BRM) principles must be applied throughout each voyage. BRM principles were being applied the night of the occurrence. The bridge of the ferry is designed to facilitate the application of BRM principles. The conning officer sits at the centre console and has access to, among other instruments, a radar, engine controls and communication equipment. The navigator sits immediately to the right of the conning officer and uses a second radar set and an Electronic Chart Display and Information System (ECDIS) to help him advise the conning officer of navigation information (course to steer, speed, dangers to navigation, traffic, radio communication, etc.). The conning officer also receives data from the chief engineer on matters related to the propulsion system of the vessel. The bridge of the LADY MEGAN II is designed to be crewed by one person. Three crew members were in the wheelhouse, but the design of the wheelhouse is such that only one person can use the navigation instruments. As a result, the participation of one deckhand in the navigation was limited to assisting the skipper as a lookout. Thus, the conning officer could not and did not receive navigation information from the other crew members. Lookout Requirements The LADY MEGAN II had posted a lookout one minute before the collision. The lookout was posted on the port side inside the wheelhouse. The INCAT 046 had posted a lookout about 10 minutes before the collision. The lookout was posted inside the wheelhouse on the starboard wing. Fast Ferry and Close Quarters Situations Since beginning operation in May 1998, the INCAT 046 had been involved in one reported close quarters situation in Yarmouth Harbour area. That occurrence, which also involved a fishing vessel, occurred on 21 July 1998 and was reported in writing to the TSB. In dense fog, an unidentified fishing vessel was detected on a collision course. The ferry took all way off and had stern way when the fishing vessel became visible. The unidentified fishing vessel reportedly altered course a few metres away from the ferry and avoided the collision. The unidentified fishing vessel did not report the close quarters situation with the INCAT 046.